naru

From a Porsche site.Yours will be similar if not identical. "At idle, the idle switch is closed, from just off idle it is open. This tells the ECU that the throttle is closed, so that the ECU can change the mixture for best idle, retard the ignition timing by about 10 deg, and cut the fuel flow off at above 1200 rpm. The Wide Open Throttle (WOT) switch is open until close to full throttle, at which point it closes. This tells the ECU that the throttle is open, so that it can richen the mixture for best power. If this switch fails, the ECU will compensate anyway at very high air flow rates, but not at low air flow rates." Resetting the throttle stop screw is no big deal. You want the throttle plate just barely open. This is merely to prevent binding w/wear.

That is what I was thinking too.

Manifold pressure is lower than atmospheric when idling. The difference between the 2 pressures needs to be 36psi. Gauge pressure will be lower than 36 at idle. 36 w/engine stopped .

Curiosity got the better of me. I measured my MAF resistance.Us to ground(pin 2 to 5).I got 80-450 ohms. Like you,I found the transition to be not all that smooth. I`ve read of attempts to convert vane MAFs to hotwire style on the net. None were sucessful. IMO,your fuel pressure is too low. Should be 36psi above manifold. That combined w/lack of starting enrichment(code 12) would likely prevent starting.

I thought that was an interesting statement as well.Not sure I agree. After all,if the resistance "jumps around" so will the output voltage. Ufix etc.are voltages.A is a constant.Q is air quantity in whatever units you like according to the constant. In the links,people move either the wiper arm or circuit board so the wiper travels on an unworn portion of the track. Never knew they trimmed the resistors with a laser! I think the Ti monitor is strictly an output for the Subaru Select monitor diagnostic equipment. Not all that relavent,but,here is the patent if you want to read it. http://www.freepatentsonline.com/4546647.html

Chisel to open the pinch. 4+ foot "prybar" makes it easy.

75-78 Same thing.

Found this in a patent application. Seems to explain pin 4 rather well. "The computor 11 is applied with signals corresponding to the voltages US and U FIX to compute the amount of intake air. The amount of the intake air Q can be obtained by the following formula: Q=A(U FIX -US)/UB " Seems it allows the ECU to make an accurate airflow calculation despite variations in the regulated 5 volt supply. Some MAF stuff. http://the944.com/afm.htm http://www.gomog.com/articles/EFIflap.html http://www.clarks-garage.com/shop-manual/elect-22.htm

Do you have a copy of the wiring diagram?That goes a long ways. I`ve never been able to figure out what the Ti monitor is. D-check jumper is the green test connectors for reading codes etc. under the dash. Pressure switch monitors boost.Switches at 1psi IIRC. Throttle switch is on the throttle body. There is only one barometric sensor inside the ECU. I know it looks otherwise. Some ECU power sources are switched,some are not. FICCD= Fast idle control device It is a solenoid that opens a bypass passage to increase idle speed w/AC on. I have no AC,but, I have a FICCD. Line end code output only goes to the yellow 9 pin test connector under the dash.I suspect this is energized at the same time as the O2 light on the ECU. My understanding is that 1984 California spec EA-81ts had dedicated ECUs.IMO,that pin is some kind of holdover from 83 when there was only 1 ECU. Airflow meter pin 5 is the ground. I`m thinking the resistor on pin 4 sets/stabilizes the supply voltage to the potentiometer.

Nobody borrowed anything. All the manufacturers paid Bosch for the privilege of using thier technology. Bosch invented it all. EA-81ts are a variation of Bosch L-Jetronic. You will find page 12 interesting. http://bama.ua.edu/~darren/bosch/Page13.html

Sounds like a rusted out brake line more than the master. Masters usually fail gradually. Look for leaks under the rear.

Richer. Possibibly an ignition timing change too.Not sure.

I should have said test connectors instead of check connectors.My bad. Test connectors are green.Check connectors are red. Not unusual for them to be connected when they should not be. Previous owner of my car drove w/them connected all the time.

This guy cleaned the track w/sandpaper. http://paulaxford.com/bmw730i/afm_service.htm

Looks like the FSM has a typo for Us resistances.Should be reversed. You can measure voltages with everything hooked up instead.1 volt flap closed,5 volts flap open. Doubt the defroster repair would work. Sounds like the resistance element is intact but oxidized/worn. Can you carefully clean it w/an eraser? AFAIK,fuel pump will cycle if the test connectors are connected. CTS can be bad w/no code.Might prevent starting. I would expect the code 12 deal to impair starting.

Hydraulic lifters? That much blowby will overwhelm the PCV system,pressurize the crankcase and impair oil flow.Sorta like trying to blow up a tire with lung power. IME,oil pump specs only confirm bad ones not good ones. I`ve had ones that meet specs,but,were crap. Sounds like your gauge has a problem. I would try a mechanical gauge for confirmation. Ticking might be a sticky valve. Regardless of oil pressure,that much blowby indicates a serious engine problem.Consider a compression and/or leakdown test.

That was a truly heroic effort w/the regulator. Code 12 means the computer doesn`t see starter solenoid voltage on pin 9. Some airflow meter resistances for you: Ub to ground 300 ohms Ufix to ground 200 ohms Us to ground,open flap 50 ohms,closed flap 500 ohms OK if between 50-200% of above.

Bleed the brakes before worrying about that slim possibility. http://www.dummies.com/how-to/content/how-to-bleed-your-brakes.html

Cams are timed different(probably advanced) w/a different crankshaft gear. I`ve seen this on other engines for auto/manual.

Not this time. http://www.mitsuboshi.co.jp/english/

http://www.ultimatesubaru.org/forum/showthread.php?t=120683